‘World Leading’ Bus Safety Standard and International Bus Benchmarking Group Data

Caroline Pidgeon: According to the latest International Bus Benchmarking Group data you provided in response to 2019/17335, London ranks in the bottom third of its 15 world city peer group with collisions above average and shows a worsening performance. Since London consistently ranks below its world city peers in bus safety, will you instruct TfL officers to stop using ‘world leading’ to describe its bus safety programme at the current time?

The Mayor: Transport for London (TfL) and I are acutely aware of the number of bus casualties in London, and we know that this problem requires pioneering solutions. It is to these solutions that the term “world-leading” refers to, rather than safety performance. I recognise there is a long way to go to reach my Vision Zero objective of no-one being killed on or by a bus by 2030 and ensuring London’s safety record compares much better with those of other world cities.
We should acknowledge that TfL has taken a radical step forward. It has mandated safer vehicle technologies and designs which are starting to appear on our streets, and we know from testing they will make a very real difference to reducing the number of casualties and the severity of injuries. Our roads will become progressively safer as more vehicles meeting the higher standard come in. I hope that in the future, rather than looking to compare better with other cities, other cities will want to compare better with us.

Taxi and Private Hire Trade (2)

David Kurten: Will you seek a High Court declaration of the definition of ply-for-hire and pre-booked with regard to smartphone app private hire operators such as Uber?

The Mayor: As referenced in Mayor's Question 2019/19708 the need for Government to provide statutory definitions for pre-booked and plying for hire was recognised as a national issue by the Department for Transport-commissioned Task and Finish Group for taxi and private hire licensing. Its chair made a recommendation to this effect, which Transport for London (TfL) and I are strongly in support of.
TfL and I will continue to lobby Government to provide statutory definitions as we believe this is the appropriate way to clarify the position and maintain the distinction between the two tier licensing system in London, rather than seeking a declaration relating to the existing legislation.

Heathrow (3)

Tony Devenish: Given Heathrow’s promise to reduce the number of people driving to the airport, what does the fact that their expansion plans include huge new car parks say about their intentions?

The Mayor: The parking strategy being proposed by Heathrow Airport Limited (HAL) remains a matter of considerable concern. Together with the lack of any significant new public transport infrastructure being proposed by HAL, its approach to parking raises serious questions about whether it has a credible plan for securing a shift to sustainable modes.
HAL plans to consolidate its parking primarily into two large sites to the north and south of the airport; it previously promised there would be no net increase in parking, now appear to be proposing an increase. But perhaps most concerning is that these sites will be much better connected to the motorway network than the current remote parking as well as having faster links to the terminals; in the case of the northern site, the car park will be directly adjacent to Junction 4 of the M4.
This is likely to increase, not decrease, the attractiveness of driving to the airport, undermining HAL’s ability to meet its own mode shift targets, as well as those in the National Policy Statement (NPS). This will have negative consequences for already congested corridors and will add to the toxic air on key roads serving Heathrow - increasing the already strong likelihood that a third runway will jeopardise London’s compliance with legal air quality limits.
TfL has raised these concerns directly with HAL on several occasions and will be doing so again as part of its response to the current consultation on Heathrow expansion.

Wildflowers on verges

Caroline Russell: What past and future measures have you and Transport for London (TfL) put in place to protect wildflowers and biodiversity on roadside verges?

The Mayor: Transport for London (TfL) is currently running a trial to allow wildflower verges on the A40 from Target Roundabout towards the London boundary in Hillingdon, and on the A406 at Redbridge roundabout. Further detail can be found on the TfL website: https://tfl.gov.uk/travel-information/improvements-and-projects/managing-road-verges-for-wildlife
The results of the current trial are due at the end of October. TfL will review these results before deciding whether more locations will have wildflower verges next year.

Use of renewables by Transport for London

Caroline Russell: In July 2019, I asked you question 2019/14194 on Transport for London (TfL) using only 0.01% renewable electricity. Could you provide me with an update on what progress you have made and meetings you have had to progress TfL’s use of renewable energy?

The Mayor: Transport for London (TfL) currently buys electricity through the Crown Commercial Service (CCS) framework. Since the Government withdrew exemptions to the Climate Change Levy in 2015, all of TfL’s grid-supplied electricity is purchased through a standard grid tariff. The UK grid is increasingly supplied by renewable energy, with over 35 per cent of grid electricity supplied by renewable generation in 2019.
I want to ensure that TfL’s energy procurement stimulates additional renewable generation. To do so, the most likely route is to enter into longer-term power purchase agreements (PPAs) with renewable energy suppliers. TfL is working with CCS on potential options to incorporate PPAs into its purchasing framework and will provide an update on its approach to renewable PPAs at the TfL Finance Committee later this year.

Uber (1)

David Kurten: Uber London has been granted a 2-month operator licence extension by TfL. If they haven’t been able to fulfil the conditions to gain a normal 5-year licence over the last 15 months, how does TfL expect them to do so in the next two months?

The Mayor: On 24 September Transport for London (TfL) announced its decision to issue Uber London Limited (ULL) with a two-month private hire operator licence ahead of consideration of any potential further licensing application.
The two-month licence has the same conditions that ULL has been subject to over the last 15 months, along with new conditions to ensure passenger safety, specifically covering ride sharing, appropriate insurance and driver document checks by Uber.
TfL is requesting additional information from ULL and this additional information will help inform any future licensing decision.

Bus route upgrades

Tony Arbour: Are there any plans to upgrade any of the bus vehicles on each of these routes (K2, 481, 371, 391, 281 and N22) and, if so, how many and when will those upgrades take place?

The Mayor: Every one of Transport for London’s bus routes that does not currently meet or exceed the ultra-clean Euro VI diesel standard will be upgraded between now and next autumn. This will ensure the cleanest vehicles operate in every corner of the Capital and residents benefit from healthier streets. Routes K2, 481, 391, 281 and N22 already meet the Euro VI standard, while route 371 is currently being upgraded to meet the latest standard.

Rotherhithe to Canary Wharf bridge

Caroline Pidgeon: Please publish in full, including a breakdown of each major item of expenditure, TfL’s estimates of the cost of a Rotherhithe to Canary Wharf bridge.

The Mayor: Following the Transport Committee session on 19 July, attended by Heidi Alexander, my Deputy Mayor for Transport, Transport for London (TfL) provided to the Committee a breakdown of the costs for the bridge, which are set out below.The session on 19 July also included a detailed discussion on how the costs were produced and the process of engagement TfL conducted with industry to verify the estimates were robust. It would not be appropriate to share an item-by-item breakdown of expenditure, as although the bridge option has been paused, it may be something that is reconsidered in future. If the circumstances were to change, TfL would want to ensure best value for the public sector.

Failed regeneration ‘ghost towns’

Siân Berry: How are you ensuring that regeneration schemes, such as Hackney Walk, which was recently described in the local press as a 'ghost town,' will not be repeated?

The Mayor: The Hackney Walk project was funded in 2013 via the ‘Mayor’s Regeneration Fund’.
The MRF investment exceeded its targets for generating new jobs, apprenticeships and public realm and new commercial space. However, in common with retail areas large and small across the capital, trading conditions have proven to be too challenging to currently sustain a number of the shop units in the arches. Nevertheless, significant numbers of traders continue to operate in the wider regeneration scheme, in particular The Hackney Shop continues to showcase new local designers and makers helping to kickstart their careers. The Council is in discussion with the new operators of the arch units regarding the retail offer they are intending to curate.
The most significant and transformative outcomes of the investment to date has been the removal of buses and the pedestrianisation of the Narroway in 2013. The station interchange between Hackney Central and Hackney Downs opened in 2015 and the Council continues to work with TfL with a view to improving capacity and access at Hackney Central station.
In 2017 I launched my £70m ‘Good Growth Fund’, which was set up to support projects that represent innovative, best practice in regeneration. Investments are targeted at delivering tangible benefits to local people, by increasing local prosperity and enhancing the character of local places. The Fund has a particular focus on supporting projects that help to secure the long-term social, environmental and economic sustainability of our city, especially in places with high levels of deprivation.
All applications are rigorously assessed for their intended social impact and deliverability, which ensures that the projects that will deliver the best outcomes are recommended for funding.

Taxi and Private Hire Trade (1)

David Kurten: In your answer to question MQ 2019/4090 you stated: "whether or not a taxi is plying for hire through a smartphone app for example does depend on how the particular app works and the particular circumstances of individual cases." For the particular individual circumstances of the taxi apps: FreeNow, Gett and Bolt, do you class their app jobs as pre-booked or ply-for-hire?

The Mayor: As explained in Mayor's Question 2019/4090 this would need to be considered on a case-by-case basis and would depend on the specific circumstances.
As I also previously set out, whilst Transport For London regulates private hire operators, many of whom choose to offer app-based services, it does not regulate taxi app providers and to do so would require legislative change as there are no provisions within the current regulatory framework.
This was recognised by the Department for Transport-commissioned Task and Finish Group on taxi and private hire licensing. In the Government’s response, it noted that it was not minded to bring taxi apps into the licensing regime.

Crossrail Ombudsman

Caroline Pidgeon: Do you know how many cases, year by year, has the Crossrail Ombudsman dealt with since it was established?

The Mayor: The Crossrail Complaints Commissioner’s role and remit is to independently, impartially and fairly investigate any complaint arising during the construction phase, where it is alleged that a matter raised by a complainant has not been satisfactorily addressed.
Please see a table setting out the complaints received, accepted and resolved by year attached.
Table 1: Summary of all Complaints received, determination of their handling for the last eight reporting years

01 April - 31 March for financial year: Cases received by Complaints Commissioner
Cases accepted and resolved
Cases accepted but unresolved on 31 March each year
Cases not accepted: not sent to Crossrail Helpdesk first
2011/12
24
5
0
19
2012/13
31
7
1
23
2013/14
25
7
2
16
2014/15
29
10
1
18
2015/16
29
4
3
22
2016/17
26
2
3**
14
2017/18
22
0
2
20
2018/19
12
0
0
12
** In addition, two cases remained open from FY 2015-2016

Support for black cab drivers with mental health problems

Caroline Pidgeon: What support does TfL offer to black cab drivers suffering from work-related mental health problems? What more could you do as Mayor?

The Mayor: I take the health and wellbeing of all black cab drivers very seriously. I would encourage any drivers suffering from mental health concerns to seek the appropriate professional support.
As the licensing authority and regulator for London's taxi and private hire services, Transport for London (TfL) has raised awareness of the importance of health and wellbeing through communications with the trade. It has created a web page to provide licensees with information about organisations that can provide help, support and advice: www.tfl.gov.uk/info-for/taxis-and-private-hire/licensing/health-and-wellbeing.
TfL is also arranging a forum later this year to further raise awareness of the support and services, offered by a range of specialist organisations, available to licensees and to discuss what more can be done to support taxi and private hire drivers.

Freight Operator Recognition Scheme company’s response to complaints

Caroline Russell: A case has been raised with me (https://twitter.com/lastnotlost/status/1170704401910173698) where Twitter was asked to remove footage of a vehicle from an operator with Freight Operator Recognition Scheme (FORS) accreditation parking dangerously outside a school. Can you ensure that operators involved in FORS and others who undertake contracts for the GLA group react with more appropriate actions than censorship to public complaints?

The Mayor: Freight Operator Recognition Scheme (FORS) has a compliance and enforcement team in place to react to complaints about FORS members, which arise from a range of sources including enforcement agencies, FORS specifiers and members of the public. The team works to the FORS Compliance and Enforcement Guidelines. This document provides information on how an operator’s FORS accreditation may be affected if they breach the FORS Standard or the FORS Terms and Conditions, including complaints about driver behaviour.
I have asked Transport for London to raise the case identified on Twitter with the FORS compliance and enforcement team.

Thomas Cook (2)

Leonie Cooper: What can you do to assist Londoners who lost their job in at Thomas Cook, to find new employment or training?

The Mayor: In the first instance, anyLondoner who lost their job at Thomas Cookcan access Jobcentre Plusservices where they will be offered advice and support regarding training and job opportunities as well as information about the benefits they are entitled to.The National Careers Service also offers free careers advice and guidance.
Through the devolved Adult Education Budget (AEB), any unemployed Londoner aged 19+ is also able to access fully funded AEB courses up to and including Level 2 to help them retrain and/or upskill. The Skills for Londoners Innovation Fund, which I recently launched, will also fund adult education and training that supports Londoners at risk of redundancy.

Dial-a-Ride

Caroline Pidgeon: Please publish a table showing for each day in 2019 the average waiting time for calls to Dial-a-Ride's centralised call centre, and the waiting times for peak and off-peak periods, the number of calls abandoned, and the total number of calls received each day.

The Mayor: A table is attached providing a breakdown of this information.
Transport for London is currently recruiting and training additional staff which it hopes will reduce waiting times and the number of abandoned calls.

Pre-Euro 3 Motorcycles

Keith Prince: Why are TfL refusing to publish a list of all pre Euro3 motorcycles, by make, model, and year of manufacture that have been exempted?

The Mayor: Motorcycles of the same make, model and year of manufacture can have varying emission levels so it would not be appropriate to publish a list of motorcycles that have proven their compliance based on these factors.

Conscious Advertising Network

Unmesh Desai: Would you consider opening discussions on signing the GLA group up to the Conscious Advertising Network?

The Mayor: The GLA takes the ethics of marketing and communications very seriously. Our values of inclusiveness, diversity, authenticity and safeguarding the rights of individuals and communities always inform the communications we publish.
We are aware of the Conscious Advertising Network and their mission to make advertising more ethical. Although the GLA has had no direct contact with them to date, we support their ambition and would be open to discussing the possibility of the GLA joining their network. I have asked my officials to contact the Network.

Adult Education Budget (1)

Fiona Twycross: How many Londoners experiencing in-work poverty and earning below the London Living Wage, have been supported by your Adult Education Budget?

The Mayor: We will not have a significant data return from all Adult Education Budget (AEB) funded providers until December 2019. We will publish further information on AEB participation after the AEB Mayoral Board meets in February 2020. This timetable is in line with the national statistical release which includes AEB performance data.

Adult Education Budget (2)

Fiona Twycross: How many deaf Londoners are accessing funding to achieve a qualification in British Sign Language?

The Mayor: We will not have a significant data return from all Adult Education Budget (AEB) funded providers until December 2019. We will publish further information on AEB participation after the AEB Mayoral Board meets in February 2020. This timetable is in line with the national statistical release which includes AEB performance data.

Blackwall Tunnel

Caroline Pidgeon: How long would it take TfL to implement a user charge on the Blackwall Tunnel, if you instructed them to do so immediately?

The Mayor: While this depends on a number of factors, Transport for London expects it would take at least two and a half years to implement a user charge on the Blackwall Tunnel, if I were to instruct them to do so. This includes time to develop a charging scheme, undertake appropriate impact assessments, consult with interested parties, obtain the necessary approvals and secure the legal powers. It could take substantially longer should, for example, a public inquiry be required to consider the proposals.

Car free day

Leonie Cooper: Many constituents enjoyed car-free day across both Merton and Wandsworth. Can you update me on how successful you feel it was this year? Please list the number of streets that were car-free by Borough?

The Mayor: This year’s first London-wide Car Free Day was a tremendous success. As well as my Reimagine event, which saw 204 streets become car free in central London, there was the biggest involvement to date from London boroughs. In total, 27 out of 32 boroughs participated as well as the City of London. 17 boroughs hosted their own Car Free Day events and 25 boroughs offered residents the opportunity to hold a Play Street. In total, 625 streets went car free.
Please find attached a list of the number of car free streets, by borough, attached to this response. This information has been provided to Transport for London by the boroughs.

Silvertown Tunnel (4)

Caroline Pidgeon: Unlike the Rotherhithe pedestrian and cycle bridge the Silvertown road tunnel was not set out in your 2016 manifesto. Considering the delays that are already taking place in commencing the Silvertown Tunnel will you consider asking TfL to delay signing any contract to build Silvertown until after the 2020 mayoral election to ensure that the people who will pay for the tunnel, and who will have to live with it, get a say on whether it is built or not?

The Mayor: The current problems at the Blackwall Tunnel cannot be allowed to continue. The Silvertown Tunnel is the best way to resolve these problems, and London cannot afford to wait any longer to see it delivered.
Transport for London has already spent significant time developing the scheme in close consultation with stakeholders and the public, including users and local residents. The scheme was subject to a six month public examination as part of the Development Consent Order process.
Now the legal suspension on awarding the contract has been lifted, I expect no further delays in progressing this vitally important project.

Dial a Ride

Leonie Cooper: My constituents with disabilities are disappointed that TfL has arranged for an enhanced Dial-A-Ride service to be extended to 1 mile around Hammersmith Bridge, currently closed, probably for several years. This is sadly insufficient. Can this service be extended to 2 miles?

The Mayor: The enhanced Dial-a-Ride (DaR) service is there for those living next to Hammersmith Bridge and now unable to quickly cross on public transport. Transport for London considers a one-mile radius to be appropriate, as those outside this catchment have a range of public transport options available to them, especially if free DaR membership and travel is used.
DaR welcomes inquiries and membership applications from constituents who may now require this service. Anyone wishing to know more is encouraged to look on the DaR website https://tfl.gov.uk/modes/dial-a-ride/ or ring the contact centre on 0343 222 7777. Dial-a-Ride is a members’-only scheme, offered free to anybody meeting the criteria for joining.

Silvertown Tunnel (2)

Caroline Pidgeon: Following the delays to the opening of Silvertown Tunnel will you now reconsider your refusal to implement and evaluate an experimental toll at Blackwall Tunnel before moving forward with the Silvertown scheme?

The Mayor: As explained in my response to Mayor’s Question 2019/14183, Transport for London (TfL) has already assessed the option of introducing user charges at Blackwall without providing the Silvertown Tunnel. This proposal would have only a limited impact in addressing the serious congestion on the approaches to the crossing, would not resolve the significant issues with poor reliability, and would not enable a step change in cross river bus connectivity. The Silvertown Tunnel, with associated user charging proposals and improved bus services, is the best means of addressing the issues of congestion, poor reliability, and lack of resilience at the Blackwall Tunnel, and the consequential impacts on travel, the economy and the environment across a wide area of south and east London.
London cannot afford to wait any longer to see it delivered and, now the legal suspension on awarding the contract has been lifted, I expect no further delays in progressing this vitally important project.

Every child a healthy weight

Onkar Sahota: What actions will your office and other GLA family organisations be taking to achieve the aims of the child obesity taskforce report, Every Child a Healthy Weight?

The Mayor: London’s Child Obesity Taskforce’s report rightly calls for action right across the capital with everyone having a role to play in making the city healthier.
I’ve already set out proposals restricting takeaways near schools and increasing the number of water fountains in the capital, overseen pioneering changes to the TfL advertising network, supported the Daily Mile and worked with early years providers and schools through my Healthy Early Years and Healthy Schools programmes. I am carefully considering the Taskforce report with a view to going further and building on our progress to date.
On 2 October 2019 London’s health and care partners launched the London Vision which identifies child obesity as a priority and sets out a number of future actions we will take together. I look forward to continuing to work with partners to deliver on this commitment.

Pedestrian Safety at Wick Rd/A12 Junction

Jennette Arnold: Constituents have raised issues of pedestrian safety around the Wick Rd / A12 Northbound junction. Please detail when this will be investigated and what the likely outcomes of this investigation might be.

The Mayor: Transport for London (TfL) is aware of concerns from pedestrians crossing the northbound slip road to the A12 along Wick Road, and I understand TfL officers are arranging a site meeting to discuss this with you.
Whilst thankfully no one has been killed or seriously injured in the last 36 months, TfL acknowledges that the alternative route for pedestrians to cross the road via a signal controlled crossing is more convoluted. TfL will undertake an assessment of demand, risk, options, and costs by the end of 2020 to investigate whether a proposal is feasible and should be progressed.

Wildflower Verges(2)

Joanne McCartney: What work is TfL doing with London Boroughs to encourage them to plant wildflower verges on their local road networks?

The Mayor: Transport for London (TfL) works with the London boroughs to enhance their green infrastructure through mechanisms such as Local Implementation Plans (LIPs) and where applicable, Liveable Neighbourhoods programme. Within these programmes, boroughs are encouraged to consider sustainable urban drainage systems and other green infrastructure which contribute to an enhanced environment conducive to walking and cycling, and greater biodiversity.
A recent example of an increase to the green estate is the London Borough of Newham’s Stratford Gyratory scheme, funded through the LIP Major Schemes Programme. In November 2016, TfL also published guidance “SUDs in London” featuring various examples of green infrastructure that could be considered alongside case studies of previous projects, located at http://content.tfl.gov.uk/sustainable-urban-drainage-november-2016.pdf.
As explained in my response to Mayor’s Question 2019/19663, TfL is currently running a trial to allow wildflower verges on two parts of its road network. TfL is happy to share the information on this trial with London boroughs when the results are received at the end of October to assist them in creating wildflower verges on their own networks.

Wildflower Verges (1)

Joanne McCartney: I am aware that TfL has been trialling a number of wildflower verges along TfL roads this summer. Is it possible for you to share the results of the trial and whether this initiative can be extended to other TfL roads?

The Mayor: Please see my response to Mayor’s Question 2019/19663.

Adult skills devolution

Fiona Twycross: What progress has been made with the Government regarding further devolution to adult skills and education?

The Mayor: I published Skills for Londoners: A Call for Action (Keeping the Capital Skilled for the UK) with London Councils on 16 September 2019. The Call for Action sets out London government’s case for a new devolution and funding deal to allow the boroughs and I to establish an integrated, properly funded skills and employment system that can meet the city’s challenges now and in the future.
The proposals, which build on the successful devolution of the Adult Education Budget, have strong support from London’s businesses, learning providers, trade unions and community groups.
I have sent the Call for Action to the Secretaries of State for Education and Housing, Communities and Local Government and I have invited them to meet to discuss the recommendations.
I will also be discussing further devolution of skills and employment with my counterparts at the next meeting of the M9 group of directly-elected Mayors in England.

Social value in the NHS supply chain

Onkar Sahota: What is your assessment of the potential social value that can be leveraged from NHS supply chains and broader operations in London?

The Mayor: I believe there is great potential for the NHS in London to enhance social value beyond its role as a provider of treatment and care services. This includes providing good quality jobs, apprenticeships and training for local residents, to boost the economy and support communities. There is also scope to reduce the NHS’s impact on air pollution, including through its commitment to use low-emissions engines for 90% of its fleet by 2028; and providing care closer to home to reduce outpatient appointments by 30%, avoiding up to 50,000,000 miles of journeys every year on London’s roads. Through its procurement processes the NHS can stimulate investment in the local economy, urge its suppliers to pay the London Living Wage and require them to consider their own environmental impact. I will continue to work closely with London’s NHS to champion and challenge them to deliver maximum social value for Londoners.

Suicides

Tony Devenish: Over the year ending July 2017, University student suicides were 4.7 deaths per 100,000 , equating to 95 deaths nationwide, a death every 4 days. What are the latest London equivalent figures and what are you doing as Mayor to help reduce this shocking loss of life?

The Mayor: I share your concern about this shocking national statistic. We do not yet have the equivalent data for London.
In order to improve our understanding of the issues Thrive LDN, our city-wide social movement, have developed London’s first multi-agency secure information sharing hub, to inform suicide prevention efforts and bereavement support throughout London.
As part of this work, on World Suicide Prevention Day on 10 October, I launched the #ZeroSuicideLDN campaign to encourage 100,000 Londoners to complete the Zero Suicide Alliance's free online training which covers identifying warning signs and initiating conversations to prevent suicide. You can help encourage Londoners to complete the training by directing them to www.zerosuicidealliance.com
Thrive LDN have also partnered with Papyrus to offer free training across London schools, colleges and universities in suicide prevention awareness.
In partnership with the University of London and the Association of Directors of Public Health, Thrive LDN are undertaking a mental health and wellbeing needs assessment for London’s higher education student population. The findings will be published in early 2020.

Serious shortage drugs protocol

Onkar Sahota: The Department for Health and Social Care has developed a Serious Shortage Protocol that can be used in the event of leaving the European Union without a deal, which would allow prescribers to offer a reduced dose, vary drug strengths, provide a generic alternative or offer alternative products. What discussions and correspondence have you had with the Minister and other relevant health partners about this scheme?

The Mayor: I believe the best option for London and Londoners is to remain in the EU and to prevent a no-deal Brexit at all costs. While I am concerned that actions of this sort are necessary, the prescription and dispensing of drugs is a matter for the NHS, and I know that staff in the NHS are working hard to keep us prepared, safe and well. The NHS informs me that Serious Shortage Protocols are a routinely-used arrangement, developed with and by clinicians to deal with product shortages and issued only in exceptional circumstances. Pharmacists and medical experts then use their professional skill and judgement to decide, with the patient’s agreement, the appropriateness of substitutes.
I meet regularly with the leadership of the NHS in London. I have asked for reassurance about Brexit preparations and received assurances that appropriate resilience plans are in place and that patients should continue to have confidence in the system.

Brexit pharmaceuticals express delivery service

Onkar Sahota: The Government has tendered for a healthcare supplies express delivery service from 1 November 2019 and established a 24/7 NHS Brexit supply disruption hotline. Are you confident that these measures will be in place in time, and function as intended, if the Government fails to secure an exit-deal with the EU?

The Mayor: I believe the best option for London and Londoners is to remain in the EU and to prevent a no-deal Brexit at all costs. The Government’s “No-Deal Readiness Report” describes an ‘express freight service’, to secure transport of small medical supply consignments into the UK to help support the uninterrupted supply of medicines and medical products. While I remain concerned that such arrangements are necessary, it is vital that contingency plans are put in place so that hardworking staff can continue care for the health of Londoners, and that Londoners receive the medicines they need.
I meet regularly with the leadership of the NHS in London. I have asked for reassurance about Brexit preparations and have received assurances that appropriate resilience plans are in place and that patients should continue to have confidence in the system.

General Strike for Climate (2)

Susan Hall: How many members of TfL staff took time out of their working day as you encouraged, to attend the General Strike for Climate on Friday 20th September?

The Mayor: I have demonstrated my commitment to addressing the Climate Emergency and sought to provide leadership on this issue while pressing Government to match our ambition on a national scale.
Transport for London (TfL) invited staff to take part in solidarity action on their own time, either as part of their lunch break or at another time during the day. Staff have been encouraged to take into account work commitments and discuss their plans with their manager.
TfL does not have, nor would it be appropriate to have, systems in place to monitor what employees do in their breaks, or monitor what employees do with their time when they are not in the workplace. With this in mind it is not possible to answer how many employees took time off to participate in the General Strike for Climate.

Unhealthy food advertising

Onkar Sahota: TfL have banned advertisements of unhealthy food on its estate. Do you support London boroughs taking the same approach?

The Mayor: The challenge of addressing child obesity is a key priority for partners across London. We must ensure that every child grows up in an environment that supports their health.
We know that children’s eating behaviours can be influenced by exposure to advertising and sophisticated promotional techniques. That is why we must work towards providing an environment free from advertisements for food high in fat, sugar and salt.
I led the way by banning unhealthy advertisements across the TfL estate and support the action that Haringey, Southwark and many other boroughs are now taking to work towards introducing their own healthier food advertising policies. My team is working with the Association of Directors of Public Health to support this.
Action to tackle unhealthy advertising is needed at all levels of government. Together we can support children by ensuring they are not exposed to unhealthy advertising.

Extending the life span for electric taxis

Caroline Pidgeon: To help improve the take up of zero emission capable (ZEC) taxis will you consider extending the current 15-year age limit for such vehicles?

The Mayor: In Transport for London’s (TfL’s) recent consultation on changing the age limits for taxis, the question of extending the current 15-year age limit for zero emission capable (ZEC) taxis was raised by respondents. In the consultation report published in July, TfL stated that a higher age limit for ZEC or newly converted taxis was not proposed and that 15 years is a reasonable age limit for these high mileage vehicles. Maintaining a reasonable age limit helps ensure that we are able to benefit from vehicle improvements such as safety features and emissions performance as they develop.
TfL are encouraging the decommissioning of older taxis via a £42 million enhanced delicensing scheme, as well as encouraging the uptake of ZEC taxis with a grant. In addition another ZEC taxi model, the full electric Dynamo taxi has just come on to the market, which will bring more choice for drivers.

Silvertown Tunnel (2)

Caroline Pidgeon: A constituent has asked me to raise this following question:
"We note that TfL has not analysed in detail the possibility of tolling the Blackwall tunnel sufficiently to remove congestion entirely as an alternative to building the Silvertown Tunnel and tolling both tunnels. Will the Mayor now do a full analysis of this option, and a cost/benefit comparison with the proposed scheme - which comparison should also look at the benefits from spending toll income on carbon reduction and air quality initiatives, such as investment in public transport, cycling and walking, rather than building the tunnel, as well as the benefits of removing congestion - before allowing them to move forward with the Silvertown scheme? "

The Mayor: Transport for London (TfL) has analysed a range of options in determining whether the Silvertown Tunnel is the best solution to the severe congestion, poor reliability and lack of resilience at the Blackwall Tunnel. This includes the option of tolling the Blackwall tunnel only. The analysis shows that tolling Blackwall is not nearly as effective in tackling the issues of congestion, does not address the day-to-day reliability issues that plague Blackwall, and does not allow for a significant improvement in cross river bus connectivity.
In addition, tolls cannot simply be increased to a level that removes the congestion at Blackwall, as this would result in an unacceptable displacement of traffic on to other unsuitable river crossings, as well as having significant negative effects on the economy and environment in east and south-east London.
The process to assess options was extensive and considered a range of factors, including the costs and benefits of different options, using a quantified methodology where appropriate. It was also subject to extensive public consultation and scrutiny, including through a six month examination as part of the Development Consent Order application.
The full range of options considered by TfL is set out in the publicly available planning documents on the Planning Inspectorate’s website: https://infrastructure.planninginspectorate.gov.uk/projects/london/silvertown-tunnel/

Payment of charges on NO2 compliant vehicles

Keith Prince: What are the benefits to TfL of taking payment of charges on vehicles that meet the compliance criteria for NO2?

The Mayor: Transport for London (TfL) takes considerable care to avoid charging a compliant vehicle, and uses the best information available to avoid unnecessary charges. Vehicles that meet the required Ultra Low Emission Zone (ULEZ) emissions standards do not need to pay any charges. Where the emissions standard is uncertain or the emissions data does not exist in the vehicle registration document, TfL requires proof of emissions levels. It is the vehicle owner’s legal responsibility to prove their individual vehicle is compliant before entering the ULEZ, or be liable for the charge. Anyone who believes their vehicle is compliant should provide the relevant information to TfL via the ULEZ website (https://tfl.gov.uk/modes/driving/check-your-vehicle-35896). TfL will then consider all the circumstances on a case by case basis.
Where there is uncertainty, vehicle owners are able to provide evidence of individual vehicle compliance by obtaining a Certificate of Conformity from the vehicle manufacturer or by testing their vehicle at an accredited test centre.

Carbon offsetting in transport (2)

Florence Eshalomi: What plans, if any, do you have to allow people buying TfL tickets to offset their carbon?

The Mayor: My priority is for people to travel by low or zero carbon modes such as walking, cycling and public transport to keep our carbon usage as a city low, rather than to encourage people to offset their carbon usage. I am doing everything I can to make walking, cycling and public transport easy, affordable and accessible options for everyone who lives, works and visits London. In addition, Transport for London (TfL) is working to reduce CO2 emissions from public transport and those journeys taken by private vehicles, for example, by making London’s bus fleet zero emission, increasing renewable energy supplies that power TfL rail services and delivering electric vehicle charging infrastructure.
While I welcome the provision of more information to support people to make better decisions, the Government should focus its investment during this climate emergency on making the entire UK transport system zero carbon as quickly as possible. Additionally, the Government should use the fiscal measures under its control, such as fuel duty, to incentivise lower and zero carbon travel options.

Motorcycle Emissions Compliance

Keith Prince: What proportion of motorcycles undergoing individual testing are being found to be compliant with the chosen NO2 emission standard of 0.15g/km?

The Mayor: Analysis of test results for August 2019 show that 48 per cent of motorcycles presented for testing pass first time. A further 25 per cent pass second time after the vehicle has been altered to bring emission levels to within the required standard.

Pre-Euro 3 Motorcycle Compliance (2)

Keith Prince: What are the results in your models of modal shift from pre Euro3 motorcycles to cars?

The Mayor: The Ultra Low Emission Zone emission models do not account for a mode shift from pre-Euro 3 motorcycles to cars. Transport for London’s monitoring indicates that circa 3 per cent of motorcycles that enter the zone are pre-Euro 3 and it is not expected that shifting to a car would be a common rider response. However, where that does occur, it will not have a significant effect on traffic or congestion as pre-Euro 3 motorcycles make up a small proportion of overall vehicle numbers.

Pre-Euro 3 Motorcycle Compliance (1)

Keith Prince: Why have TfL chosen not to issue a press release to highlight the routes to proving ULEZ compliance of pre Euro3 motorcycles?

The Mayor: Transport for London (TfL) provides clear information on motorcycle emissions testing on the motorcycle related Ultra Low Emission Zone (ULEZ) page of its website (https://tfl.gov.uk/modes/driving/ultra-low-emission-zone/motorcycles-mopeds-and-more). There was extensive publicity in the run up to the launch of the ULEZ, including press releases, and the information given to all vehicle owners (including motorcycle owners) was to check their vehicle’s compliance on the TfL website. TfL has also communicated the testing route to the Motorcycle Action Group and Motorcycle Industry Association and encouraged them to communicate this to their members.

Testing Motorcycle Emissions

Keith Prince: Why have no efforts been made by TfL to fund the necessary testing equipment to carry out individual testing of motorcycles at dealerships or MOT centres?

The Mayor: It is the motorcycle owner’s legal responsibility to prove their vehicle is compliant with Ultra Low Emission Zone standards and, where necessary, incur the cost of doing so. This is the same policy Transport for London has for the owners of all vehicles – not just motorcycles. Where emissions data in the vehicle’s registration document does not exist, a test centre carrying out emissions testing will charge the owner directly for the test, which covers the costs of the equipment and the labour involved.

Taxi and Private Hire Trade (3)

David Kurten: In your answer to question MQ 2019/14250, you stated: “The fares for London taxi journeys in Greater London can be agreed in advance, via an app or otherwise, provided they do not go above the maximum displayed on the meter.” Do you consider it unlawful if a fare agreed in advance does go above the maximum displayed on the meter? Will you be instructing the Metropolitan Police to investigate and prosecute any such occurrences?

The Mayor: Any reports of illegal or non-compliant taxi- and private hire-related activity can be sent to Transport for London. Criminal allegations should always be referred to the police in the first instance.

Real World Motorcycle Emissions (1)

Keith Prince: What capability do your preferred modelling techniques have to accurately represent the current real world emissions from motorcycles, and the effect of modal shift from cars to motorcycles?

The Mayor: The Greater London Authority (GLA) and Transport for London (TfL) work in partnership to produce a comprehensive set of air quality datasets. The London Atmospheric Emissions Inventory (LAEI) is the key tool for air quality analysis. It is a regularly updated database of pollutant emissions and sources including geographic data and maps.
For emissions modelling purposes, TfL uses the COPERT 5 emissions factors. COPERT is the EU standard vehicle emissions calculator and is currently the best representation of ‘real world’ driving emissions from vehicles. It is used by the Department Environment, Food and Rural Affairs and includes vehicle population, mileage, speed and other data such as ambient temperature.
The models do not include an assumption for modal shift from cars to motorcycle.

Smart, fair road pricing scheme investigation (2)

Caroline Russell: Thank you for your answer to my question 2019/17400. Work by Transport for London (TfL) to support a Workplace Parking Levy has found new regulations are necessary due to a lack of secondary legislation. What steps has TfL undertaken to investigate any similar gaps in the legal basis for smart, fair, London-wide road pricing schemes?

The Mayor: The law that governs road user charging already offers flexibility on matters that are key to a possible next generation of road user charging, such as how charges are calculated and the method by which they are collected. There are no apparent deficiencies in the law that could prevent innovative solutions to road pricing from being introduced. Secondary legislation is already in place to support the effective operation of road user charging schemes which, unlike workplace parking levies, have been a feature of transport policy in London since 2003.

Cab Drivers’ Health and Wellbeing

David Kurten: A TfL commissioned study has concluded that the health and wellbeing of bus drivers is ‘key’ and that adequate welfare facilities reduce stress, which in turn reduces the risk of fatigue (https://tfl.gov.uk/info-for/media/press-releases/2019/august/tfl-sets-out-measures-to-tackle-bus-driver-fatigue).
Will you commission a similar survey for London’s cab drivers?

The Mayor: As set out in Mayor's Question 2019/19626 the health and wellbeing of taxi and private hire licensees is of great importance to both me and Transport For London (TfL). Steps are being taken to raise awareness of the help, advice and support that is available to them.
TfL is arranging a forum later this year to further raise awareness of the support and services offered by a range of specialist organisations that are available to licensees and to discuss what more can be done to support taxi and private hire drivers.

Improving access to cheap, healthy food in schools

Onkar Sahota: The Child Poverty Action Group report “Living Hand to Mouth” recommends free fruit and veg be given out in schools. Some grocery shops already run similar schemes. In your work on access to food, will you consider what connections could be made between these schemes?

The Mayor: I am committed to supporting initiatives that improve the health and wellbeing of London’s children and I fully support the current provision of free fruit and vegetables in schools for children aged between 4-6 years old.
In my London Food Strategy, I call upon businesses to support healthier food environments and I have committed to fund five local authorities to develop Good Food Retail Plans as part of a pilot project to improve access to fresh, healthy and affordable food in areas of need. GLA officers will work with members of the London Food Board to consider the impact and findings from this programme to inform future interventions.
In November City Hall will host a London School Food Conference which will explore the frameworks and initiatives that can support local authorities, schools and caterers adopt effective whole-school food policies.

Silvertown Tunnel Project Assurance report

Caroline Russell: The Project Assurance quarterly report for Q1 2019/20, provided to the Audit and Assurance Committee of Transport for London (TfL), lists seven recommendations for Silvertown Tunnel. Could you provide further detail on each of these recommendations?

The Mayor: The seven recommendations from the April 2019 contract award project assurance review are being addressed by Transport for London (TfL) officers. Due to the ongoing procurement process, some of the details cannot be shared at this stage, as they relate to ongoing commercial matters. The recommendations and the responses were notified to the TfL Programmes & Investment Committee as part of the approval process for the selection of a preferred bidder and award of the contract for the Silvertown Tunnel scheme.
The recommendations relate to:

Public Health Approach to Serious Youth Violence Report

Andrew Boff: What was the total cost to the GLA for the "A Public Health Approach to Serious Youth Violence" report? Please provide an itemised breakdown of the cost.

The Mayor: The report “A Public Health Approach to Serious Youth Violence” was not commissioned externally but was produced within existing resources. It was written by the Greater London Authority (GLA) Health Team and the GLA’s City Intelligence Team, with input from MOPAC and from local authority Directors of Public Health.

Taxi and Private Hire Trade (4)

David Kurten: Do you agree that there should no ‘no go areas’ for black taxis in London?

The Mayor: Taxis should be able to use any roads open to general traffic in London, subject to any local restrictions. Taxis can also access around 90 per cent of the bus lanes in London and can set down and pick up passengers on double red lines on the Transport for London Road Network.

Northern Line signalling problems

Caroline Pidgeon: On 4th September there were such severe signalling problems on the Northern Line that it had to be suspended. What was the cause of these problems? What measures have been put in place to prevent a repeat?

The Mayor: The disruption was caused by a power outage in London Underground’s Northern line control centre, which affected the signalling and communications systems. London Underground’s engineers worked hard to resolve this quickly, and services were fully restored ahead of the evening peak.
The power unit that led to this failure has now been replaced and will be upgraded by early next year, which will improve reliability.

Wrightbus in administration (1)

Caroline Pidgeon: Following Wrightbus going into administration, what assurances does TfL have that London’s new Routemasters will continue to be properly maintained?

The Mayor: Most day-to-day maintenance is carried out by the bus operators. This will continue as before, with many vehicle parts previously sourced from Wrightbus available through alternative suppliers. Transport for London and its bus operators are currently working with the administrators over the level of support available from the manufacturer and how to obtain more specific parts. The position will become clearer over the coming weeks.

Direct Vision Standard

Florence Eshalomi: How do you respond to the Freight Transport Association’s call (https://www.ukhaulier.co.uk/news/road-transport/haulage/three-months-until-dvs-scheme-will-not-achieve-zero-vehicular-harm-says-fta/) that you should, “realise that other strategies would deliver a far greater outcome. Technological development, along with internationally-agreed design standards and the retiming of deliveries to quieter periods, would provide a more robust and long-term safety solution than DVS alone; visibility from the cab should be viewed as just one aspect of holistic approach to road safety?

The Mayor: The Direct Vision Standard (DVS) is indeed one element of my Vision Zero action plan, which sets out a holistic approach to reducing road danger including actions on safe speeds, safe streets, safe vehicles and safe behaviours. The Freight Transport Association (FTA) has been closely engaged throughout the development of the DVS scheme and stated publicly that it was good to see that many of its practical concerns about the scheme have been taken on board.
There are clear benefits of direct vision. Research from Arup and Leeds University shows that HGV direct vision results in a 0.7 second quicker reaction time, which in turn results in reduced stopping distances. This means a vehicle travelling at 25km per hour will reduce its stopping distance by 5 metres.
I have asked Transport for London to work with the UK Government, European Commission and the United Nations Economic Commission for Europe to develop international regulations on vehicle design standards. While I support DVS being set at a European level, we can’t afford to wait for this to happen.
Technological developments as well as the re-timing of deliveries are also important elements in reducing road danger. My Freight and Servicing action plan recognises this and sets out an approach to Area Freight Management Plans incorporating targeted measures that will have the greatest impact on safe and efficient deliveries. Re-timing plays an important part in this approach.

Improving safety in private hire vehicles

Caroline Pidgeon: Further to your reply to Mayoral Question 2019/3941 when will TfL complete its full consideration of Department for Transport proposals and by what date will TfL decide whether to proceed with an advanced driving test?

The Mayor: Transport for London (TfL) will await the results of the Government’s consultation on statutory guidance for national minimum standards before deciding on its next steps. This is to ensure that TfL is aligned with the Government’s statutory guidance.
The consultation ran from 12 February 2019 to 22 April 2019 and the Government has indicated that it will publish the results in autumn/winter 2019.

Silvertown Tunnel (5)

Caroline Pidgeon: Has TfL made any estimate of the minimum level of toll that would be needed to fully remove congestion at the Blackwall Tunnel? If so, how would this toll compare to the proposed tool in the ‘assessed scheme’ of the Silvertown Tunnel project. Has any assessment also been made of the level of re-routing that tolling on either crossings would create?

The Mayor: The option of tolling the Blackwall Tunnel and not constructing the Silvertown Tunnel has been assessed.Even at charges equivalent to those developed for the Silvertown Tunnel ‘assessed case’, the modelling shows that demand would increase at adjacent, less suitable river crossings such as the Woolwich Ferry and the Rotherhithe Tunnel, which are both already congested. Simply increasing the charges further would lead to even more traffic re-routing from Blackwall, bringing unacceptable levels of congestion and worse air quality to other areas of London.

Canada Water Masterplan (1)

Caroline Pidgeon: TfL acknowledges that Canada Water and Surrey Quays stations are both operating either at capacity, or above comfortable maximum capacity.

TfL’s own passenger modelling analysis predicts that planned transportinfrastructure improvements in the area such as the opening of the Elizabeth Line and improvements in the Overground service will barely be sufficient to deal with projected background growth in passenger numbers. By 2031, it is predicted that even with these improvements, Canada Water station will experience similar levels of overcrowding to today, with crowding above maximum capacity again.

Can you explain why TfL indicated to Southwark Council that the Canada Water Masterplan should go ahead, despite being a scheme that will add 20-30,000 additional commuters into the area and approximately 3,500 new residents. With tube and Overground services already operating at capacity and predicted to continue to do so by 2031, how will these additional passengers be accommodated?

The Mayor: Transport for London (TfL) has been working closely with Southwark Council to understand the transport issues at Canada Water, in order to develop a package of mitigation measures that support the growth aspirations for the Opportunity Area. These aspirations were previously set out in the Council’s Area Action Plan and the draft London Plan.
TfL has helped secure over £30m for local transport enhancements as part of the development’s mitigation package, including improvements to Canada Water and Surrey Quays stations, over and above substantial borough and Mayoral Community Infrastructure Levy payments. This package, coupled with wider improvements such as the Elizabeth line and improvements to the East London Line, will ensure that the development can be accommodated while not worsening current levels of crowding. TfL is also working on proposals to increase the capacity of the Jubilee line by increasing peak frequency from 30 to 32 trains per hour in the central section.

GLA Car fleet

Tony Arbour: What percentage of the GLA car fleet is zero emission?

The Mayor: Within their Memorandum of Understandings (MoU) with Transport for London, GLA functional bodies have committed to ensure all general purpose cars are zero emission or, where necessary, zero emission capable* by 2025. This totals to over 1,000 cars across the London Fire Brigade (LFB), Transport for London (TfL) and Metropolitan Police Service (MPS).
The MPS have a further 2,500 cars in their emergency response unit that have demanding operational requirements. As set out in their MoU, the MPS are working to ensure all new vehicles joining this car fleet are zero emission capable from 2025.
The below information is for October 2019 and shows the proportion of the current GLA functional bodies’ general purpose car fleet that are zero emission capable and zero emission.
Fleet
Total number of general purpose cars
Number of zero emission capable cars (of which X are zero emission)
Percentage of zero emission capable cars
TfL
173
13 (12)
8 %
LFB
61
58 (0)
95 %
MPS
800
478 (62)
60 %
Total GLA functional bodies’ car fleet
1,034
549 (74)
53 %
* A zero emission capable car has a minimum 20 mile zero emission range and must produce less than 75g/km CO2 (eg a range extended plug-in hybrid car). Zero emission capable vehicles are inclusive of zero emission vehicles.

Silvertown Tunnel (3)

Caroline Pidgeon: A constituent has asked me to raise the following question: “Given that, in its initial examination of options for the Silvertown crossing, TfL falsely concluded that it was not possible for a charge-only scheme to fully remove congestion at Blackwall - and therefore did not examine this option in detail - will you now fully evaluate (in terms of value for money, air quality improvement, and carbon reduction) the option of implementing the minimum charge at Blackwall necessary to remove congestion, and investing the toll income in schemes that improve health, reduce air pollution, and reduce carbon emissions - and to compare that option to the assessed case, and open that comparison to public scrutiny, before signing any contract?”

The Mayor: The scheme has already been subject to a rigorous and transparent process to demonstrate its merits against all the other potential alternatives.
Transport for London’s (TfL) detailed modelling demonstrates that introducing a charge at Blackwall without providing an alternative route would have only a limited impact in addressing the serious congestion on the approaches to the crossing, would not resolve the significant issues with poor reliability and would not enable a step change in cross river bus connectivity. Furthermore, simply increasing the charges further to try and reduce demand would result in the dispersal of a significant proportion of the traffic onto the surrounding network, thereby exacerbating congestion and poor air quality elsewhere. It would also have a significant adverse impact on the operation of adjacent river crossings, both of which have considerably lower capacity than the Blackwall Tunnel.

Expansion of Starting Well 13

Onkar Sahota: Thank you for your answer to question 2019/17717 in which you noted the forthcoming expansion of Starting Well 13. What is the timescale for this, will it cover the whole of London, and what extra resources are being provided to enable it?

The Mayor: The NHS has advised that calls for expressions of interest in the Starting Well 13 Plus programme will be sent out in December 2019 and contracts will start on 1st April 2020.
Starting Well 13 Plus will cover the whole of London, with two practices per borough as a minimum on the scheme, ideally located in different parts of the borough, with up to 4 practices in areas of high need and deprivation.
Starting Well 13 Plus will be funded by reallocating existing resources, as well as from flexible commissioning funds totalling c.£1.2m. Working in collaboration with the community dental services, local Councils and local children’s services the scheme should produce a significant decrease in the number of children requiring admission to hospital for extractions under General Anaesthetic.

Workplace Parking Levy

Florence Eshalomi: Has any borough applied for permission to implement a workplace parking levy?

The Mayor: My Transport Strategy includes provision for boroughs to implement a Workplace Parking Levy (WPL) within their traffic reduction strategies as a way of encouraging a shift to more sustainable modes. Any schemes in London would require my approval and Transport for London has recently engaged with borough officers and London Councils on draft Guidance for WPLs, which I intend to publish later this year.
No boroughs are yet at the stage where they would apply for permission. However, the London Borough of Hounslow and the London Borough of Camden have been investigating the feasibility of potential schemes and I look forward to considering these and others in due course.

TfL and London Underground Staff Pay

Florence Eshalomi: Please explain the discrepancy between the 2018/19 pay offers made to London Underground workers and TfL staff (2.7% to London Underground and 1% to TfL).

The Mayor: Transport for London (TfL) and London Underground Limited (LUL) both offer highly competitive reward packages. While they are ultimately part of the same corporate family, TfL and LUL are separate employers, and each negotiates under different collective bargaining arrangements for pay and conditions.
TfL and LUL are different types of organisations operating in different markets, where employees carry out - for the most part - quite different roles. As employers, both TfL and LUL highly value their people, and I know that they remain committed to recognising and rewarding hard work. I am confident that the rewards offered both by TfL and by LUL compare fairly and favourably with similar organisations in similar markets.

TfL Collective Bargaining Framework

Florence Eshalomi: Why are front of house workers at the London Transport Museum not part of TfL's collective bargaining framework? And why is TfL seeking to introduce local pay bargaining? (These staff, whose grades start at £19,000, earn less than TfL apprentices, and are currently being offered a minimum increase of £300 versus £500 for TfL staff and £750 for London Underground staff.)

The Mayor: These issues are currently subject to discussion in ongoing Transport for London (TfL) pay negotiations and it would be inappropriate to comment on them while negotiations continue. TfL’s next meeting with the trade unions is scheduled for 17 October.

TfL Director Pay

Florence Eshalomi: Please provide total spend and the names, salaries and bonuses for all TfL Directors, including those covering London Underground and Crossrail, who were employed in the following financial years: 2012-13; 2016-17; 2017-18; and 2018-19. This should include all Directors employed by TfL, including those facing into London Underground, and those on interim / consultancy / NPL contracts.

The Mayor: The total cost of Directors (including Managing Director and Commissioner) at Transport for London (TfL) for the financial years requested is provided below:
The total cost of Directors at Crossrail for the financial years requested is provided below:
Details of senior employees salaries are published in TfL’s Annual Reports and are available on the TfL website at the following address: tfl.gov.uk/corporate/publications-and-reports/annual-reports-past-years .
Information on job titles and remuneration of senior staff can be found here: tfl.gov.uk/corporate/publications-and-reports/senior-staff

School streets

Onkar Sahota: Do you plan to expand School Streets to other boroughs in addition to Greenwich, Westminster, and Hackney?

The Mayor: I support the expansion of School Streets (timed road closures around schools). My officers have been working with Public Health England, London Councils and other partners to pilot School Superzones - healthy zones in the 400m around schools. School Streets is one example of the kind of intervention that could be implemented to create healthier environments within School Superzones.
Most schools are located on borough roads and will need to work with local authorities to implement School Streets. The London Borough of Hackney has produced guidance to help other boroughs to do this https://news.hackney.gov.uk/hackney-council-launches-nationwide-blueprint-to-ban-traffic-outside-schools/ and I would encourage all boroughs to support these initiatives in their area.

Bakerloo Line extension at New Cross Gate

Caroline Pidgeon: What is TfL’s view of the proposals by Sainsbury’s and Mount Anvil for developing the site adjacent to New Cross Station? Are those proposals compatible with TfL’s plans to create a new Bakerloo line station in the vicinity?

The Mayor: Transport for London (TfL) understands that Sainsbury’s and Mount Anvil are preparing to submit a Planning Application for their site at New Cross Gate. The site lies on the west side of the existing New Cross Gate rail station. TfL is unable to comment on the detail of any proposal until an application is submitted; however I can confirm that this site has been identified as a core requirement for the planned Bakerloo line extension to Lewisham, and potentially beyond.
The current public consultation on the Bakerloo line extension (BLE) launched on 14 October. It shows this site is required for a new station and for the main tunnelling worksite that is needed to construct the whole scheme. Any proposal that prevented TfL’s use of the site for the BLE could threaten the scheme’s delivery, and Sainsbury’s and Mount Anvil have been made aware of this. At Sainsbury’s and Mount Anvil request, TfL has investigated alternative worksite and station options, however these have been discounted due to significant impacts on cost, risk, works duration and ultimately, deliverability of the BLE scheme.

Tube safety (1)

Shaun Bailey: Given the worrying levels of crime on London’s tube network, what plans are in place to protect both passengers and TfL staff?

The Mayor: The Tube remains a safe, low crime environment with very few people ever experiencing or witnessing crime. The increase in crime on London Underground is primarily due to theft offences. This can be partly explained by the British Transport Police launching their online crime reporting in October 2018, which means that the force is now recording offences which may previously have gone unreported.
There is a 3,000 strong group of officers across the network dedicated to transport policing, keeping customers and staff safe. This is supplemented by an extensive network of CCTV.
Transport for London (TfL) and their police colleagues have good intelligence to suggest that the London public transport networks are currently being targeted by thieves working as part of organised criminal networks. To counter this, the police are using a range of tactics to deter, detect and disrupt their criminal activity including plain clothes and uniformed officer patrols, large scale operations and investigations. TfL has also been supporting this significant police effort by promoting crime prevention advice to customers, and working closely with them to share knowledge and intelligence. A recent week of action on theft between TfL and the police resulted in 48 arrests, with uniformed and plain clothes officers deployed across the network to reassure the public and deter and detect crime.

MMR mandatory vaccination

Joanne McCartney: Given the falling rate of MMR vaccinations is it now time for mandatory vaccination of our children?

The Mayor: More children in London need to be vaccinated and the NHS is redoubling efforts to increase uptake rates and give children the best protection. Big cities often have lower uptake of vaccinations, reflecting high population mobility. As children move, families might not register with a new GP, and invitations to appointments can go to the wrong address.
Vaccinations are not compulsory in the UK. Almost all parents decide to have their children immunised. Evidence shows that mandatory vaccination is not always effective in increasing uptake, and it could risk causing people to become resistant to receiving vaccines.
We cannot be complacent. We need to make it as easy as possible for families to access vaccinations, as even small groups of children missing out on or delaying their vaccines leaves them and others vulnerable to serious or even fatal infections. The NHS and Local Government need adequate resources to deliver services like immunisation if the government is serious about prevention.

Post-Brexit immigration policies effect on healthcare

Onkar Sahota: A GLA report into the impact of skills and salary threshold-based migration policies identified health and social care managers, nursing and midwifery staff, and personal caring staff as groups of high public service value that would face difficulties adjusting to more stringent migration systems. Health professionals more broadly face these problems as well as having a high recent reliance on EEA workers. What discussions have you had about improving recruitment and retention for these groups of workers?

The Mayor: London has a higher proportion of EEA and overseas NHS and social care staff than the rest of the country. I have consistently called on government to deliver an immigration system that works for London and will continue to do so.
I have raised NHS and care workforce issues with Sir David Sloman, Regional Director NHS London including the potential impacts from Brexit and future immigration policy. Sir David has assured me that the workforce is a top priority and it has been identified as a key enabler in our health and care partnership Vision. Initiatives such as Capital Nurse, led by Health Education England (HEE) promote health and care recruitment and retention through training and workforce development. HEE also supports London’s NHS trusts and health and care partnerships to develop local workforce strategies. My Skills and Employment team is conducting research into how the health and social care sector supports higher level skills progression, including how this could be improved to support workforce development.

Canada Water Masterplan (2)

Caroline Pidgeon: What assurances can you provide that the Canada Water Masterplan, which TfL officers chose not to challenge could potentially be a contravention of the London Plan (6.3B) which states that “Where existing transport capacity is insufficient to allow for the travel generated by proposed developments and no firm plans exist for an increase in capacity to cater for this, boroughs should ensure that the development proposals are phased until it is known these requirements can be met, otherwise they may be revoked.”

The Mayor: Please see my answer to question Mayor's Question2019/19646.
Transport for London and GLA officers consider that with the mitigation package agreed, coupled with wider improvements such as the Elizabeth line and capacity improvements on the East London line and Jubilee line, the Canada Water Masterplan can be accommodated without worsening crowding. Firm plans do exist for an increase in capacity to cater for the development. As such, the development does not contravene London Plan policy 6.3B. This conclusion was supported by Southwark officers and members of the Council’s planning committee, who voted unanimously to approve the development.

ZEC Taxi (1)

Keith Prince: The attraction for taxi drivers in deciding to purchase a new ZEC taxi is fuel savings and a significant factor in those savings is the ability to home charge. What studies has the Mayor conducted to identify the percentage of drivers with that ability?

The Mayor: In the 2014/15 Taxi and Private Hire Licensee Customer Satisfaction Survey (CSS), Transport for London (TfL) asked taxi drivers about where they parked their taxi. The results showed that 47 per cent of taxi drivers kept their vehicle at home on their driveway and a further nine per cent at home in a garage. These drivers should be able to charge a ZEC taxi at home.
In order to support high mileage vehicles like taxis, and allow for rapid charging while working, the TfL Rapid Charging Infrastructure project is installing 300 rapid charge points by the end of 2020. As of 8 October 2019, 207 of these have already been installed, of which 73 are taxi dedicated.

Update on Adult Education Budget (AEB)

Jennette Arnold: Please provide an update on the rollout of the AEB.

The Mayor: I became responsible for delivering London’s share of the Adult Education Budget (AEB) on 1 August 2019.
We have successfully entered into 106 grants and 29 contracts with providers to deliver education and training for adults aged 19 and above in the 2019/20 academic year.
In September 2019, I launched my £6.4m Skills for Londoners Innovation Fund to support activity that meets my priorities for education and skills, demonstrates innovation and delivers tangible outcomes. The deadline for applications is 10 December 2019 and funding decisions will be made in early 2020.
Following consultation with the sector through the Skills for Londoners Framework, policy changes for the 2020/21 Academic Year 2 and beyond are being developed to ensure the AEB continues to be more responsive to London’s needs. The results of the consultation will be published later this year.

Nurse shift patterns

Fiona Twycross: Will your London Workforce Board consider the recommendations of Timewise’s pilots which introduced a team-based approach to the roster, giving nurses greater control of their working patterns, and extend this to London?

The Mayor: I understand that NHS England and NHS Improvement has a ‘clinical productivity programme’ which focuses on supporting clinical staff to spend time with patients and service users rather than on non-clinical work. This includes the use of technology and rostering systems. They will consider any evidence which helps achieve more time to provide care. Please send the information to Jane Clegg, Director of Nursing & Deputy Regional Chief Nurse, NHS England and NHS Improvement London.

Average Traffic Speeds

Keith Prince: What has been the change in terms of average traffic speeds over the last 10 years, year on year, in the locations in London where these speeds are measured?

The Mayor: Long term general traffic speeds in London are measured for central, inner and outer London using GPS-based data for key roads. Weekday (07:00 to 19:00) speeds from 2008 to 2018 have changed from:
A detailed trend chart up to 2016 can be found in Transport for London’s annual Travel in London Report 10, with data up to 2018 due in the forthcoming Travel in London Report 12, which is expected to be published in December 2019.